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smallspy

CPTDB Wiki Editor
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  1. Devil's advocate here, but....what makes you think that they've removed a sander? Maybe they've changed to a larger hopper that can handle both directions and with one fill/access location. (For the record, the way you can tell that they've removed a sander is by the pipes leading to the wheels, not by the hatches at the top.) Dan
  2. Because there is more than just what's in the engine compartment that can catch on fire? Dan
  3. Ahh, I forgot about that one. Thanks. Those were two that I was thinking of, thanks. I seem to recall that nb Yonge approaching the Sheppard double-crossovers was modified to allow for a green-over-green routing when taking the connection to Sheppard, but I don't know if this is still the case. It would also require the signal on the north end of the platform to display a more permissive indication to allow it, but then again I seem to recall that one being one of the weird ones. Read my message again - the way the signal system is designed, it is possible to give a green-over-green indication should all of the parameters allow it. The problem is that the parameters will never allow it. The addition of grade timing to subsequent blocks and circuits has enforced that. The use of speed-dependent relays at the interlockings for the switches enforces that. What the system is physically capable of displaying, versus what is actually displayed while in operation, are not necessarily the same thing. Dan
  4. Ahh, I didn't realize that they had moved it south. Thanks. Dan
  5. Cummins is an absolutely massive company that provides not only engines to the heavy-duty vehicle market, but also to the passenger vehicle and military segments. Catarpillar is also a massive company but has largely serviced the off-highway markets and still flourishes there (indeed, many of their on-highway products are made by third parties and simply branded as Cat). They likely felt that the volumes required to service the on-highway market properly weren't worth it. As for Mercedes? I don't know. Perhaps they too felt that the market segment was too small to be worth investing in. Dan
  6. Will the As and Cs be retrofitted with pantographs for service? No. There's no point, they will all be out of service before the overhead reaches the point of being pantograph-only. (For the record, the only part of the system that is currently pantograph-only is St Clair, save for the short section between Bathurst and Vaughan. Cars are to run to St Clair from Roncy on their poles, and upon arriving at Bathurst and St. Clair, drop the poles and raise the pans. If the pan fails, than the pole is raised again and the car is sent back to the division by turning left onto St. Clair West and then left onto Vaughan, and a new car sent out.) Will the couple of vehicles retained for historic service by the TTC be given pantographs? Yes. When will this happen? Who knows. Dan
  7. They've been sent to Bombardier's facility in New York state. Dan
  8. For the amount of time required to do this.....no. For the record, it doesn't appear that 4464 will be out long at all. Dan
  9. The signal system built to allow a green-over-yellow indication to be displayed, at least in theory, should the track layout and geometry allow it. Those short spare tracks certainly don't. I think that there are only about 2 locations on the system that can display that indication, and that is because of local peculiarities with the particular track layouts. For all intents and purposes, all turnouts are to be taken a lower-than-mainline speed. Only in a location where there are enough circuits and signals on the diverging track would an intermediate signal on it be capable of displaying a solid green. The tracks through Lower Bay in both directions were once like this before they changed everything to timed circuits. Most of the spare and tail tracks are not long enough (remember, there needs to be at least three circuits) to have an intermediate capable of showing a green indication. I go through Eglinton Station around 7.25 every morning. And 19 times out of 20, there is a gap train waiting to head southbound in the tail track. It's not often that I see the northbound gap train run through Eglinton, but sometimes I do. And I don't recall the use of a lunar at that signal in concert with the yellow-over-yellow indication - likely because the next signal can not be a timed signal. It's a fixed red to indicate the end of the block. Dan
  10. Of course it is. But that's not a scheduled, planned event. The gap trains are. Dan
  11. It's been a while since I was in the industry, but it used to be that ad space was sold for 6 week increments, and by the "visibility" of the ad in terms of how many were installed on the vehicles. Exterior wrap ads were a different ball of wax, and to the best of my knowledge until recently were not (to be) installed on vehicles that were retiring. Normally, the fine print in the contract between the advertiser and the rep for the transit agency would cover the situations a vehicle that was out of service on a day-to-day basis (i.e. too bad, so sad). However, this might be a situation where a single vehicle was contracted to be used, and that the vehicle has been removed from service permanently. The contract may then call for a second vehicle to be wrapped to finish the term of the contract. Dan
  12. At some point in the next little while the construction will start on moving the Eglinton platform northbound - I believe the new shift will only be about 35 metres, and not the 75 metres that Metrolinx originally estimated. Nonetheless, this will be enough to require the switches to the north of the station be pulled, and the pocket track rendered out of service. Is the track still used? Yes, every weekday. The morning gap trains are frequently turned back at Eglinton and prepped to return southbound there. Is there an emergency exit from it? No, but there is one less than a thousand feet to the north of the north end of it. There are cross-passages between the north end of it and the two mainline tracks, however. You noted the double-yellow signal. This is a quirk/design characteristic of the older style of pocket tracks used on the B-D and the older sections of the YUS. Because the control circuit for that signal block is only the length of the track with no additional space beyond it, the signal system is incapable of giving a less restrictive signal than yellow-over-yellow. The newer pocket tracks on the Spadina extension - as well as the pocket track south of York Mills - are built longer and have multiple signal blocks on them, and thus trains can be given a less restrictive signal to enter them. Dan
  13. Of course it wasn't. But it was under Miller's watch that staff identified the lands as surplus to the City's needs, and thus to be disposed of by BuildToronto. He didn't seem to have an issue with them being sold - and that was despite the announcement for Transit City already having happened. The staff at the Open Houses for the Eglinton Crosstown EA process certainly didn't seem to be bothered by it when they were asked. So he's at least as culpable of it as Rob Ford was. Dan
  14. It should also be noted, however, that the identifying of the Richview lands as surplus and the starting of the process of selling them off was done by Miller - not Ford. Dan
  15. Cute. And just had to get the last word in, eh? But you're right about one thing - this topic has long since run its course. Dan
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